Aesop 2012

PROCEEDINGS

Organization Committee

Conference Chairs

Sofia Morgado

João Rafael Santos

Conference Manager

Inês Moreira

Workshop Coordinators

Maria Manuela Mendes

Miguel Baptista-Bastos

Inês Simões

José Beirão

Support team

Ana Branco

Catarina Castro

Cláudia Rosete

Diogo Silvestre

Inês Cabaça

Inês Mota

Manuel Vieira

Maria Amélia Ferreira, Cláudia Gomes, Ana Cotrim FA.UTL Offices

Scientific Committee

Dulce Loução, FA.UTL, Portugal

Fernando Moreira da Silva, FA.UTL, Portugal

Gabriella Esposito Di Vita, CNR, Italy

João Paulo Martins, FA.UTL, Portugal

João Pedro Costa, FA.UTL, Portugal

João Sousa Morais, FA.UTL, Portugal

Jorge Spencer, FA.UTL, Portugal

Marcello Magoni, DiaP, Polimi, Italy

Matej Niksic, UPIRS, Slovenia

Pedro George, FA.UTL, Portugal

Sabine Knierbein, SKuOr, TU Wien, Austria

Track Chairs

Alexander Wandl, TU Delft, The Netherlands

Magdalena Rembeza, GUT, Poland

Manuela Mendes, FAUTL, Portugal

Rossella Salerno, DiAP Polimi, Italy

Sara Santos Cruz, CITTA/FEUP, Portugal

Sara Sucena, U.F. Pessoa, Portugal

Publication Credits

[inclusive of proceedings book, full papers and any other document included in the CD-ROM]

Sofia Morgado & João Rafael Santos Coordinators

Inês Moreira Contents organisation

Authors of abstracts and papers; others, where referred

ISBN: 978-972-9346-28-6 CD-ROM

Faculdade de Arquitectura, Universidade Técnica de Lisboa Editor

Lisboa, 2012

Institutional partners:

Sponsors:

http://www.fa.utl.pt/

http://www.utl.pt/

http://ciaud.fa.utl.pt/

http://www.fct.pt/

5

THE TOPIC 11

KEYNOTE SPEAKERS 12

Ali Madanipour 12 Carlos Dias Coelho 12 Frank Eckardt 13 José Pinto Duarte 13

SCHEDULE 15

NOT FOR TOURISTS WALKING WORKSHOP 19

Workshop 1 - Urban patchwork 19

Workshop 2 - Shared spaces, crossing cultures 20

Workshop 3 - Hills, valleys and climbing machines 21

Workshop’s get-together and the AESOP Thematic Group Public Spaces and Urban Cultures meeting 22

THE DEBATE 25

EMPTY CITIES 25

How uncertain is this project? instability and future of “Arco Ribeirinho Sul” project 28

Ana Brandão 28

Urban cohesion: a guiding concept for new urban realities 30 Ana Júlia Pinto 30 Antoni Remesar 30

Redefining the border between public and private in ambiguous modernist areas: The case of Amsterdam Nieuw West 32

Birgit Hausleitner 32

Facing the Abandonment of Public Places: the case of the historical artisanal market area of Naples “Città Bassa” 33

Claudia Trillo 33 Gabriella Esposito Di Vita 33 Stefania Oppido 33

Creating Futures: Unpacking Scarcity 35 Deljana Iossifova 35

Occupied abandoned buildings. Informalization as a revitalization factor of the city 36

João Amaral 36

The demographic decline within the arco ribeirinho sul area 38 José Vargas 38

Policy planning proposal for Chittagong, Bangladesh region to impede increase human and sex trafficking of children 40

Florina Dutt 40 Subhajit Das 40

The dynamic Polish suburban landscape created by SME sector 41 Justyna Martyniuk-Pęczek 41 Olga Martyniuk 41

The future of compact and empty cities 43

6

M. Francisca Lima 43

Event Infrastructure – Short-lived or Forever? 44 Małgorzata Kostrzewska 44 Magdalena Rembeza 44

Integrated model for the regeneration of historical urban space in Naples (Italy) 45 Marina Rigillo 45 Cristina Vigo Majello 45

Our School – an old space with a new role in the city 47 Sónia Rafaela Salgueiro 47

COLLECTIVE SPACES 49

Public Spaces, Private art? Expressions of power through the contexts of production of art in public spaces 51

Ágata Dourado Sequeira 51

Whose public goods? Public spaces and social change in Naples, Italy 52 Andrea Varriale 52

Gentrifying Diversity? What future for Mouraria? 54 Beatriz Padilla 54 Tiago Chaves 54

Community Planning in Contested Public Places: the case of Belfast 55 Gabriella Esposito Di Vita 55 Claudia Trillo 55 Alona Martinez-Perez 55

Collective or exclusive spaces? How Vienna’s culture-led image frames its future urban development paths 56

Johannes Suitner 56

Ambivalent subjectivities in a Secular Age 58 Jorge Rivera 58

Networks for a Necessary Public Space: Intervention around the Circunvalación Road of the Cerro de Santa Catalina, Jaen (Spain) 59

Juan Luis Rivas Navarro 59 Belén Bravo Rodríguez 59

Nature and the landscape of informal spaces. A new urban paradigm? 61 Maria João Matos 61

Using Publicness as a public space transdisciplinary analysis tool 62 Miguel Lopes 62 Sara Santos Cruz 62 Paulo Pinho 62

(Un)public places. on shopping centres and public space in the contemporary city 63

Miguel Silva Graça 63

Changing ’inclusivity‘ of an urban park in the ambivalent historic urbanscape of Ankara 65

Oya Memlük 65 Müge Akkar Ercan 65

Toward a German Mosque 66 Ossama Hegazy 66

New Urban Landscapes between materials structures and digital representation 67 Rossella Salerno 67

LIVING INFRASTRUCTURES 69

The centrality of a peripheral route – the Taveiro node`s case 71 Ana Margarida Tavares 71

7

Territories-in-Between Across Europe: Comparing the Permeability and Accessibility of Green Spaces 73

Alexander Wandl 73

The role of Public Private Partnership (PPP) in a spatial configuration of new urban poles defined by the Transit Oriented Development (TOD) rationale. The case studies of Concord and Somerville in Massachusetts 74

Carmelina Bevilacqua 74 Carla Maione 74 Luciano Zingali 74

Approaches for sustainable landscape urban structure formation of the linear city 76

Elina Krasilnikova, 76 Yulia Ivanitskaya 76

PROXIMITY AND SEGREGATION. The ambivalent relation between the infrastructural network and the development of Lisbon’s metropolitan territory 78

Inês de Castro Luís Lopes Moreira 78

Interfacing and infrastructural development in Lisbon metropolis (2001-2012) 80 João Rafael Santos 80

Mobility Infrastructures, Ambivalent Spaces? A morphological approach 82 João Silva Leite 82

To WISH and to HAVE – the dilemmas of achieving good quality public spaces in contemporary Poland. 84

Justyna Martyniuk-Pęczek 84 Grzegorz Pęczek 84

The ambivalent zone between sea and city –a new approach to collective spaces based on maritime identity of the cities by the sea 85

Massimo Clemente 85 Eleonora Giovene di Girasole 85

The Tower: a brief architectural interpretation 87 Miguel Baptista-Bastos 87

The public space in the restructuring of the Portuguese metropolitan city: the Metro do Porto case 89

Rodrigo Coelho 89

The Águas Livres Aqueduct. Patterns of a living infrastructure. 90 Teresa Marat-Mendes 90 Andreia Bastos Silva 90

INDEX 93

8

9

THE TOPIC

10

11

THE TOPIC

Ambivalence stands for the simultaneously contradictory and

opposing perception of a given phenomenon, which despite disorienting

in its manifestations, may be regarded as a condition from which to build

renewed frameworks of analysis and criticism.

Recent trends in spatial, social and cultural processes show a

growing sense of this ambivalence – in the coexisting patterns of spatial

polarization and shrinkage, in the informal public spaces patched under

recombining networks of individual and collective exchange, in the

increasingly difficult access to social and physical infrastructures that

(used to) support modern cities. These are the landscapes of a changing

urban Europe. No longer confined to the City, however even more

dependent on stronger spaces of citizenship.

Ambivalent landscapes are the common ground and the

opportunity to address public space and urban culture in the face of an

open and transdisciplinary perspective. Three tracks were designed to

bringing together different approaches into a shared topic: Empty Cities,

Collective spaces, Living infrastructures.

This is an invitation to scholars to participate with original

papers on a multiple disciplinary basis – architecture and urbanism,

social sciences and landscape, design and technology.

Welcome to Lisbon and enjoy a lively and plural debate on

Public spaces and Urban Cultures!

The Conference Chairs

Sofia Morgado and João Rafael Santos

12

KEYNOTE SPEAKERS

Ambivalence of the in-between

Ali Madanipour Professor of Urban Design, Director, Global Urban Research Unit, School of Architecture, Planning and Landscape, Newcastle University

The current global crisis and the longer term structural changes

in urban societies have created spatial and temporal gaps, which are

ambivalent in nature, as they can be used as vehicles for moving

simultaneously in different economic and social directions.

The ambivalence of the in-between, of emptiness and

ephemerality, may be used pragmatically, to focus on the mismatch

between demand and supply of space, filling the gaps as an interim

measure, or as a stepping stone to more stable arrangements. It can also

be used as a transformative possibility, rethinking the character of urban

space, developing a critique of the status quo, questioning fixed identities

and arrangements, becoming a catalyst for change, and facilitating

experimentation and innovation. Meanwhile, transience is reasserted as

an inherent feature of modern urban life.

The Morphological Atlas of the Portuguese City and the Studies on Urban Form

Carlos Dias Coelho Professor of Urban Design, Coordinator of the PhD Programme in Urbanism at the Faculty of Architecture, Technical University of Lisbon

The studies on urban form, which were tackled systematically

from the interwar period, gained a particular importance for the

discipline of Urbanism with the contribution of works done by architects

such as Robert Auzelle or Saverio Muratori, who used urban morphology

as a tool not only for understanding the city but also for its production.

The development of the methodologies that were explored then

may be an effective basis for the interpretation of emerging urban

phenomena, many of which unrecognizable according to the stabilized

concepts on urban form. Aiming to contribute to the study of the

13

Portuguese city specifically, the research group Forma Urbis lab has

undertaken the Morphological Atlas of the Portuguese City project as a

database that allows the development of operative research on the

formal dynamics of the city in Portugal.

Ambivalent Landscapes: Researching the Unknown City

Frank Eckardt Professor of urban sociology, Institute for European Urban Studies, Bauhaus-University Weimar/Germany

In the mid of deep crisis of the European economy, growing

social problems and uncounted ecological challenges, the nostalgia of the

European City as a success model for economic prosperity, social

cohesion and the democracy of close relations becomes strong. Looking

back to the different models of urban development nevertheless delivers

a more balanced appreciation of the city as we have known it so far. By

comparison, the European City can be contrasted with the fordist and the

post-modern city. By discussion these models paradigmatically

explained with the examples of Los Angeles and Detroit, we can identify

the specific notion of European urban life. Our understanding of the

cities in Europe however is challenged again by profound changes in the

European societies. So, what will come next? In this presentation, the

concept of the “authentic city” will be carefully discussed as a new

reading of the current urban dynamic.

Architecture in the Digital era: research, teaching, and practice

José Pinto Duarte Professor of Architecture and Dean of the Faculty of Architecture, Technical University of Lisbon

The integration of computational resources in architecture has

not been exactly peaceful. The meaning of the term itself is ambiguous

and tends to fall in a simplistic way to the computer. The issue divides, so

educators and professionals in general tend to position themselves at

opposite poles. On one side we have those who attribute a central role to

14

the computer and on the other, those who refuse to give him any

function. The reality, however, demonstrates that the computer can be

instrumental in solving certain problems or project can be an obstacle in

resolving other. Time and experience, however, allow you to categorize

the problems and identify appropriate ways to use the computational

resources in the design process. The presentation will describe briefly a

set of examples of proper use of those means in research, teaching and

professional practice in the realms of architecture, urban planning, and

design. The underlying idea is that more than support or replace the

designer, the use of computational resources can profoundly change the

way in which we design.

15

SCHEDULE

6th of December 09.00 Registration

Faculty of

Architecture

10.00 10.30

President of the Faculty of Architecture, Director of CIAUD, Director of DPAUD and Conference Chairs

10.30 12.00

Keynote Speakers - Ali Madanipour - José Pinto Duarte

Lunch (free; several options within the campus; please refer to map) 14.00 Meeting point – Martim Moniz Plaza

Mouraria/Lisbon

14.30 17.30

Walking Workshops [3 themes] Urban patchwork Shared spaces, crossing cultures Hills, valleys and climbing machines

17.30 18.30

AESOP Thematic Group Meeting [Coming together and Debate at Grupo Desportivo da Mouraria]

Evening Typical “not for Tourists” Conference Dinner at Grupo Desportivo da Mouraria

7th of December 09.30 11.00

Parallel sessions Session 1.1 Session 2.1 Session 3.1

Faculty of

Architecture

Coffee break 11.30 13.00

Keynote Speakers - Frank Eckardt - Carlos Dias Coelho

Lunch (free; several options within the campus; please refer to map) 14h30 16h00


Coffee break 16h30 18h00


Coffee break 18h30 19.00

Closing Conference Chairs

[FYI: Slight changes may occur; for the detailed schedule please refer to registration’s documents available during the Conference]

16

17

NOT FOR TOURISTS WALKING WORKSHOP

18

19

NOT FOR TOURISTS WALKING WORKSHOP

WORKSHOP 1 - URBAN PATCHWORK

Tutors

Miguel Baptista-Bastos

Faculty of Architecture, Technical University of Lisbon

Nikolai Roskamm

Technical University of Berlin

Inês Moreira


Avenue Almirante Reis offers a cross-section overview of

Lisbon’s urban spatial development. Running through one of the main

valleys of the city, from downtown to the mid-20th century districts of

Areeiro, this axis is the common ground to a highly diverse mosaic of

urban fabric and architecture. The valley of Almirante Reis bears a

distinct character as a popular and often mislooked mirror of some of the

most celebrated spaces Lisbon’s urban history. Since the medieval

resettlement of the Moorish population in the valley and skirts of

adjacent hills until the early 20th century fast growing and dense

bourgeois development, this valley embeds the thresholds and in-

betweens in which everyday practices shape the city.

The challenge of the Walking Workshop theme 1 – Urban

patchwork – is to find the fabrics around the valleys, its hidden spaces

and an intertwined storyline of Lisbon’s urban shaping. The walk starts

at Martim Moniz and follows the old waterline and path of Regueirão dos

Anjos, as it crosses through the strait axis of Almirante Reis, up until

Alameda, we have a glimpse over the transition to the 1930's and 1940's

formal approach to urban design.

20

WORKSHOP 2 - SHARED SPACES, CROSSING CULTURES

Tutors

Manuela Mendes


Nuno Franco

ARM- Associação Renovar a Mouraria

The relationship between Mouraria, Martim Moniz and the rest

of the city of Lisbon is involved in a “historical fog” that goes back to the

principle of its own existence. Their ethnic and cultural multiplicity

comes from its marginal and peripheral status, compared to the rest of

Lisbon. After the Christian conquest, the Moors were excluded and

relocated outside the city limits of the wall that surrounded the

metropolis: Mouraria. Located on the northern slopes and less appealing

city, Mouraria deleted and omitted, by contrast, functioned as a site

suitable for alternative cultures and social expressions - this

characteristic remained submerged for centuries in this area, until today.

The second theme of the Walking Workshop – Shared spaces,

crossing cultures – challenges us to discover Mouraria and Martim

Moniz’s diversity, multiculturalism and multiple origins of people,

products and cultural services. They can be considered a "urban ethnic

place" (Lin, 2011), configured as a local crossroads worlds, where it

combines paradoxical dimensions, the typical neighbourhood, historic,

cosmopolitan and exotic, but also segregated space and defamed, living

in present times a rapid transformation. In this context, this visit will

wonder around streets, alleys and corners of the neighbourhood,

providing contact with key actors (Associação Renovar a Mouraria and

Largo - Residências Artísticas e Turísticas) and projects of urban

intervention (AiMouraria) betting not only on physical intervention, but

also on the social fabric.

21

WORKSHOP 3 - HILLS, VALLEYS AND CLIMBING MACHINES

Tutors

João Rafael Santos


Justyna Martyniuk-Pęczek

Gdansk University of Technology, Faculty of Architecture, Gdansk

Małgorzata Kostrzewska

Gdansk University of Technology, Faculty of Architecture, Gdansk

Known as the city of seven hills, Lisbon’s unique urban character

comes from the way how the city’s shaped open spaces – plazas, streets,

walled sites – bear the interplay of the river Tagus with the exuberant

topography around downtown and the valleys to the north. At the same

that infrastructure and modern technology allowed for the city to grow

beyond the boundaries of the seven hills, new possibilities to facilitate

flow and movement were also introduced through a number of climbing

machines: elevators, tramways, mechanical escalators, some of them

classified as National Monuments. Recent programs for urban

regeneration in the historical districts include new mobility links,

renewing buildings and public facilities, promoting a three-dimensional

interlocking between pedestrian movement, urban activities, transport

interfaces and outstanding landscape features.

The Walking Workshop theme 3 - Hills, valleys and climbing

machines – traces the public realm shaped by the several layers of

technological apparatus that make the contemporary city. The path will

run between the hills of the Castle and Chiado, looking for the street

patterns between them and the climbing machines which are now

embedded in the urban landscape.

22

WORKSHOP’S GET-TOGETHER AND THE AESOP THEMATIC GROUP PUBLIC SPACES AND URBAN

CULTURES MEETING

Discussants

Ceren Sezer Gabriella Esposito Di Vita Inês Moreira João Meneses João Rafael Santos Manuela Mendes Miguel Baptista-Bastos Nikolai Roskamm Sabine Knierbein Sofia Morgado

The AESOP (Association of European Schools of Planning)

Thematic Group on Public Spaces and Urban Cultures has been initiated

in 2009 by Sabine Knierbein, Ceren Sezer and Chiara Tornaghi after the

Annual Meeting of AESOP in Liverpool (UK) in 2009. In April 2010 the

initiative has been recognized as a new Thematic Group Public Spaces

and Urban Cultures by AESOP.

The aim of the group is to settle the research and design focus

on Public Space and Urban Cultures as well in other related disciplines.

The Thematic Group brings together research in the following themes:

Issues of artistic and intellectual practices and urban planning

Emerging urban cultures and socio-spatial practices in public

spaces

Academic education approaches regarding urban cultures and

public spaces that challenge sectorial rationalities of particular

disciplines

The first day’s workshop and meeting, the 6th December, are

dedicated to discussing several of these issues in a plural way.

The group invites researchers and scholars to join and

contribute to this crosscutting debate.

Welcome!

73

TERRITORIES-IN-BETWEEN ACROSS EUROPE: COMPARING THE PERMEABILITY AND ACCESSIBILITY

OF GREEN SPACES

Alexander Wandl TU Delft / Department of Urbanism Chair of Spatial Planning and Strategy, Delft, the Netherlands [email protected]

Many Europeans wish to live in the green; this individual desire

is in conflict with societal aim of protecting the landscape around cities.

This conflict is especially visible in large metropolitan landscapes where

areas that blend urban and rural features are dominant. But also

historically predominantly rural areas are more and more spatially

characterised by a dispersed urban development. In both, Territories-in-

between (TIB), areas where new functions, uses and lifestyles arise as a

result of the on-going interaction of urban and rural elements (Garreau

1991; Sieverts & Bölling 2004; Viganò 2001), are more and more visible.

TiB cannot solely be explained as an intensification of urban functions in

the rural environment, but have specific spatial and programmatic

features that set them apart. This spatial phenomena was named

Zwischenstadt (Sieverts, 2001), Tussenland (Frijters & Ruimtelijk

Planbureau, 2004), City Fringe (Louis, 1936), Città Diffusa (Secchi, 1997),

territories of a new modernity (Viganò, 2001), Stadtlandschaft (Passarge,

1968), Shadowland (Harmers in Andexlinger et al., 2005) Spread City

(Webber, 1998) and Annähernd Perfekte Peripherie (Campi et al., 2000)

from different researches across Europe. This variety of names is an

indication of the diversity of TiB, which has to be considered when

investigating this spatial phenomenon.

So far comparative studies of dispersed urban development in

Europe didn’t exceed morphological (Xaveer de Geyter Architecten,

2002) or land use studies (Couch, Leontidou, & Gerhard, 2007; Kasanko

et al., 2006).This article adds a relational aspect because, the urban

landscape we live in is an interconnected tissues, where function and

uses are not a question of scale or vicinity but a matter of connectivity.

74

Therefore, the study uses two concepts, accessibility and permeability, to

describe, measure and compare the spatial quality of TiB. Accessibility

describes if certain areas and services are accessible, for whom they are

accessible and in which quality. This means it describes a quality of a

node to node relationship. Permeability describes the property of a

territory to allow flows trespassing it. This means it describes the quality

of a material.

This paper presents two indicators: Accessibility of green open

space and landscape fragmentation. Those two indicators were chosen

as they describe the conflict between living in the green and the

ecological connectivity of the landscape. Therefore, together they are a

measure of ecological and social qualities of a TiB. To achieve this, the

paper explains first the role of TiB in sustainable regional development

and the most important regional planning tasks related to it. Secondly,

the paper investigates the role of indicators in regional strategic

planning. Thereafter an adapted version of Dupuy’s network urbanism

approach is introduced to define relational criteria for the selection of

the indicators. Landscape fragmentation and accessibility of green open

spaces, described and their operability for regional planning and design

is tested in two cases, South Holland (NL) and The Tyrol (A). Finally the

adapted indicators are applied to ten case studies across Europe and the

results are compared and discussed.

THE ROLE OF PUBLIC PRIVATE PARTNERSHIP (PPP) IN A SPATIAL CONFIGURATION OF NEW URBAN

POLES DEFINED BY THE TRANSIT ORIENTED DEVELOPMENT (TOD) RATIONALE. THE CASE STUDIES

OF CONCORD AND SOMERVILLE IN MASSACHUSETTS

Carmelina Bevilacqua Università degli Studi Mediterranea di Reggio Calabria, Salita Melissari, Reggio Calabria, Italy [email protected]

Carla Maione Università degli Studi Mediterranea di Reggio Calabria, Salita Melissari, Reggio Calabria, Italy [email protected]

Luciano Zingali Università degli Studi Mediterranea di Reggio Calabria, Salita Melissari, Reggio Calabria, Italy [email protected]

The paper intends to investigate how a new spatial

configuration characterized by a functional adaptation of transit services

to the urban form jointed with a mixing land uses and activities could be

75

empowered by different forms of public private partnership based both

on community activation and local economic development

implementation.

In the era of globalization, the urban systems are facing an

increase of local specialization, mostly in the supply of so-called

advanced services. The effect is easily recognizable in new geographical

taxonomies in which new urban centers acquire the role of hub services

(Bevilacqua, Moraci 2007).

The theoretical framework in which the new spatial

configurations arise comes from the principles of Smart Growth. The

Smart Growth paradigm - born in United States and implemented

through the Transit Oriented Development (TOD) tool rationale – is now

becoming a paradigm to be followed also in Europe (EC 2010). The TOD

is a ”mixed-use community, that encourages people to live near transit

services and to decrease dependence on their driving” (Still 2002,

Bernick and Cervero 1997, p. 5), and also the practice of developing or

intensifying residential land use near rail stations and housing, along

with complementary public uses, jobs, retail and services, are

concentrated in mixed-use developments at strategic points along the

regional transit systems. (Cathorpe 1993, Boarnet and Crane 1998,

Salvensen 1996).

The aim is to recognize the TOD potential as catalysts for

investment, which together with the PPP becomes the real force of

change that raises property values by encouraging the transformation of

the existing, in this context, governments, local governments and small

private get benefits, both in raising revenues related to direct taxes, but

also on subsequent choices for the community, resulting in a

strengthening of the suburban districts, facilitating direct contact

between people, and creating a more diverse social and cultural

environment. (Duaney et al. 2001; Calthorpe and Fulton 2001).

Based on some insights coming from the CLUDs project under

7FP Irses 2010, the paper intends to highlight two case studies about

two important suburbs in Massachusetts, Concord and Somerville in

76

which the TOD rationale is successfully implemented. Concord and

Sommerville are two urban HUB interacting at different levels, from

global to local ones, playing the role of places in which the skills needed

to ensure both new business and social services for a better quality of

life, are empowered through strong partnership1.

APPROACHES FOR SUSTAINABLE LANDSCAPE URBAN STRUCTURE FORMATION OF THE LINEAR CITY

Elina Krasilnikova, VRPO “Association of Landscape Architects, Russian Federation, [email protected]

Yulia Ivanitskaya Volgograd State Architectural and Civil Engineering University (VSUACE), Russian Federation [email protected]

XXI century – is the century of landscape urbanism. The most

ambitious large-scale urban projects are related with the urban

structures of different hierarchical levels of interaction with the

environment. Modern problems of urban development are becoming

more closely linked with the need of comfortable living environment

creation, because of inability of existing functional spatial organization of

the territory to meet manifold demands of society.

Analysis of the planning structure evolution allows to determine

not only the main stages of the planning changes dynamics in the city

structure, but also to identify the causes of these changes in order to

understand the opportunities and ways of its perspective development.

Today Volgograd is a city-planning structure, elongated the

banks of the Volga river more than 90 km and 9 km in width. Nowadays

Volgograd is a complex urban planning structure. We can notice its

1 Acknowledgements: This presentation draws from the activities of the Cluds Research Program, funded within the framework of the EU IRSES MARIE CURIE 7FP. the research is led by Pau-University Mediterranea of Reggio Calabria (Italy) and the participants are: FOCUS-university of Rome La Sapienza (Italy); SOBE-University of Salford (uk); Aalto University (Finland); Northeastern University of Boston (Usa); and San Diego State University (USA).

93

INDEX

Ágata Dourado Sequeira, 51 Alexander Wandl, 2, 69, 73 Ali Madanipour, 12, 15 Alona Martinez-Perez, 55 Ana Branco, 2 Ana Brandão, 28 Ana Júlia Pinto, 30 Ana Margarida Tavares, 71 Andrea Varriale, 52 Andreia Bastos Silva, 90 Antoni Remesar, 30 Beatriz Padilla, 54 Belén Bravo Rodríguez, 59 Birgit Hausleitner, 32 Carla Maione, 74 Carlos Dias Coelho, 12, 15 Carmelina Bevilacqua, 74 Catarina Castro, 2 Ceren Sezer, 22 Cláudia Rosete, 2 Claudia Trillo, 33, 55 Cristina Vigo Majello, 45 Deljana Iossifova, 35 Diogo Silvestre, 2 Dulce Loução, 2 Eleonora Giovene di Girasole,

85 Elina Krasilnikova, 76 Fernando Moreira da Silva, 2 Florina Dutt, 40 Frank Eckardt, 13, 15 Gabriella Esposito Di Vita, 2, 22,

33, 55 Grzegorz Pęczek, 84 Inês Cabaça, 2 Inês de Castro Luís Lopes

Moreira, 78 Inês Moreira, 2 Inês Mota, 2 Inês Simões, 2 João Amaral, 36 João Meneses, 22 João Paulo Martins, 2 João Pedro Costa, 2 João Rafael Santos, 2, 11, 21, 22,

80 João Silva Leite, 82

João Sousa Morais, 2 Johannes Suitner, 56 Jorge Rivera, 58 Jorge Spencer, 2 José Beirão, 2 José Pinto Duarte, 13, 15 José Vargas, 38 Juan Luis Rivas Navarro, 59 Justyna Martyniuk-Pęczek, 21,

41, 84 Luciano Zingali, 74 M. Francisca Lima, 43 Magdalena Rembeza, 2, 25, 44 Małgorzata Kostrzewska, 21, 44 Manuel Vieira, 2 Manuela Mendes, 2, 20 Marcello Magoni, 2 Maria João Matos, 61 Maria Manuela Mendes, 2, 49 Marina Rigillo, 45 Massimo Clemente, 85 Matej Niksic, 2 Miguel Baptista-Bastos, 2, 19,

87 Miguel Lopes, 62 Miguel Silva Graça, 63 Müge Akkar Ercan, 65 Nikolai Roskamm, 19, 22 Nuno Franco, 20 Olga Martyniuk, 41 Ossama Hegazy, 66 Oya Memlük, 65 Paulo Pinho, 62 Pedro George, 2 Rodrigo Coelho, 89 Rossella Salerno, 2, 49, 67 Sabine Knierbein, 2, 22 Sara Santos Cruz, 2, 25, 62 Sara Sucena, 2, 69 Sofia Morgado, 2, 11, 22 Sónia Rafaela Salgueiro, 47 Stefania Oppido, 33 Subhajit Das, 40 Teresa Marat-Mendes, 90 Tiago Chaves, 54 Yulia Ivanitskaya, 76

1

AMBIVALENT LANDSCAPES Sort ing out the present by des ign ing the future

Public Spaces – Urban Cultures Conference | FAUTL | Lisbon, 6th and 7th December 2012

The role of Public Private Partnership (PPP) defined by the Transit Oriented Development

(TOD) rationale. The case studies of Concord and Somerville in Massachusetts

Carmelina Bevilacqua*, Carla Maione**, Luciano Zingali***

* … Assistent professor in Urban Planning, Università degli Studi Mediterranea di Reggio Calabria, Department PAU, Salita Melissari, Reggio Calabria, (IT), 0965809506, +393358085836 [email protected]

** Phd Candidate “Urban Planning“, Università degli Studi Mediterranea di Reggio Calabria, Salita Melissari, Reggio Calabria, (IT), [email protected]

*** Phd “Urban Planning“ Università degli Studi Mediterranea di Reggio Calabria, Salita Melissari, Reggio Calabria, (IT), [email protected]

ABSTRACT

The paper intends to investigate how a new spatial configuration, characterized by a functional

adaptation of transit services to the urban form jointed with a mixing land uses and activities, could

be empowered by different forms of Public Private Partnership based both on community activation

and local economic development implementation.

The aim is to recognize TODs and Public Private Partnerships (PPP) as the real force of change that

raises property values by encouraging the transformation of deprived urban areas.

In the era of globalization, the urban systems are facing an increase of local specialization, mostly in

the supply of so called advanced services. The effect is easily recognizable in new geographical

taxonomies in which new urban centers acquire the role of hub services (Bevilacqua, Moraci 2007).

The theoretical framework is based on Smart Growth priciples. The Smart Growth paradigm, born in

United States and implemented through the Transit Oriented Development (TOD) rationale, is

becoming a paradigm to drive the new strategies of Europe 2020 (European Community 2010).

The aim is to recognize the TOD potential as catalysts for investment. The PPP becomes the real force

of change that raises property values by encouraging the transformation of deprived urban areas. In

this context, local governments and small medium enterprises get benefits, both in raising revenues

related to direct taxes, but also on subsequent choices for the community, resulting in a

strengthening of the suburban districts, facilitating direct contact between people, and creating a

more diverse social and cultural environment. (Duaney et al. 2001; Calthorpe and Fulton 2001).

Based on some insights coming from the CLUDs project under 7FP Irses 2010, the paper intends to

highlight two case studies about two important suburbs in Massachusetts, Concord and Somerville in

2



which the TOD rationale is successfully implemented. Concord and Sommerville are two urban HUB

interacting at different levels, from global to local ones, playing the role of places in which the skills

needed to ensure both new business and social services for a better quality of life, are empowered

through strong partnership.

KEYWORDS Smart Growth, Urban Regeneration, Public Private Partnership, Transit Oriented Development, Value

Capture

3



INTRODUCTION

The paper aims at recognizing the join role of local public transport and Public Private Partnerships,

as a founding element of the new geographical taxonomies, olso throught the news process of

economic localization (Krugmann,1990).

The paper intends to highlight how the polycentrism, based on new urban hierarchies and spatial

polarity in which the nodes acquire the role of hub services, is able to produce local economic

services and value captures, attractive for the private investors and therefore useful to arouse

interest in Public‐Private Partnerships.

Peter Calthorpe (1993) pioneered the Transit Oriented Development model. Calthorpe viewed TODs

as a constellation of co‐dependent centers inter‐linked throughout a region by high‐capacity fixed‐

guideway transit services (Wolfe, 2009).

The TOD is, by definition, a ”mixed‐use community, that encourages people to live near transit

services and to decrease dependence on their driving” (Still 2002, Bernick and Cervero 1997, p. 5),

and also the way of developing or intensifying residential land use near rail stations and housing,

along with complementary public uses, jobs, retail and services, are concentrated in mixed‐use

developments at strategic points along the regional transit systems. (Cathorpe 1993, Boarnet and

Crane 1998, Salvensen 1996).

The paper considers the TODs potential as catalysts for investment by encouraging the creation of

“Transit Village District”, "a neighborhoods centered around a transit station planned and designed

so that residents, workers, shoppers, and others find it convenient and attractive to patronize

transit" (Transit Village Development Planning Act, Government of California,1994).

Transit Village Districts are portion of area subject to “Effect Cluster”, that make them be “ a

geographically proximate group of interconnected companies and associated institutions in a

particular field, linked by commonalities and complementarities” (Porte, 1998). The Transit Village

Districts come from the creation of productive system specialized in a network of goods and services,

and where the urban form becomes the result of the interaction between demand and supply of

people, information and goods mobility.

This process, implemented in specific urban areas, is generator to "Socialization of Profits", not as the

classic concept of neo‐liberalism based on the "privatization of profits and socialization of losses". By

contrast, it consists in the impact of the interaction between TOD and PPPs tool in local system,

distributing benefits at the whole community.

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The goal is to recognize the role of TODs as possible catalysts investment, through the virtuous

dynamics of Public‐Private Partnerships that can make social, economic and enviromntal sustainable

each initiative of urban transformation with a strong role played by the private sector.

In this way, it is possible argue that the creation of property value can foster benefits distribution for

the community.

A Transit Oriented Development model through a strong process Public Private Partnerships, offers a

multitude of environmental, social, and fiscal benefits (Arringhton and Parker, 2001) and the

perceived value of these benefits is, to a certain extent, reflected in increased property values near

transit stations (Nadine Fogarty, Nancy Eaton, Dena Belzer, Gloria Ohland, 2008).

In a TODs context, governments, local governments and small private investors get benefits, both in

raising revenues related to direct taxes, but also on subsequent choices for the community, resulting

in a strengthening of the suburban districts, facilitating direct contact between people, and creating a

more diverse social and cultural environment. (Duaney et al. 2001; Calthorpe and Fulton 2001).

Fig. 1 Logic scheme TOD+PPP

Transit‐Oriented Development (TOD) has attracted interest as a tool for promoting Smart Growth,

leveraging economic development, and catering to shifting market demands and lifestyle preferences

(Cervero and Arringhton, 2004).

The Smart Growth movement represents an important contribution from North American planning

theory on the issue of reduction urban sprawl (Daniels, 2001, Soule, 2006).

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In the last two decades, Smart Growth implemented in almost all American States by the Transit

Oriented Development rationale tool becomes also in Europe a paradigm to be followed. (European

Community 2010).

Smart Growth, is the umbrella (Robert H. Freilich, Neil M. Popowitz, 2010) where different

approaches and theories can find a sort of protection, which share a common thread as revisiting the

link‐density public transport in view of the pursuit of sustainable urban.

The TODs model is divided into two principal schools of thought. The first is that of transportation by

Robert Cervero through qualitative analyzes show a link between public transport and urban form,

and the second, of the New Urbanism with Peter Calthorpe, which highlights the role of urban

density as a factor for the configuration of space assets useful to encourage the use of public

transport, and testing models of reference purely morphological, neglecting the quantitative aspects

of the phenomenon.

Two different schools of thought, but both point to the correlation between re‐ configuration space

of the system of urban center and public transport, recalling the well‐known models of Christaller

(1933).

The paper is articulated into three different sections. The first provides an overview of the

international literature on TODs in relation to the influence that they determine the formation of

value capture, and in relation to the stresses that cause the real estate market encouraging the

construction of Public‐Private Partnerships.

The second part of the literature review aims to bring out the key factors which affect the

construction of new urban centers that, in virtue of their specific spatial conformation, are capable to

support the construction of balanced and livable communities.

The third section, through the support of case studies, located in Massachusetts, in the metropolitan

area of Boston, Concord and Somerville, discusses the activate factors of these dynamics in two very

different contexts and offers an interesting discussion on the benefits at the community.

1.1 Transit Oriented Development and Public Private Partnership, that affecting on the new

community urban?

In the late 1990s and early 2000s, several books have made a link between TODs and sustainability

principles.

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The TOD theory is developed using an approach capable of integrating the urban and territorial

transformation with instances of socio‐economic development, it acts on the spatial configuration of

urban systems and defines new polarities, derived from the interaction with the economic processes

of "localization" of services, according to the principles of the new economic geography (Krugmann,

1990).

In 1826 the first studies on Location Theory, as the connection between spatial variation and

economic return, are by Johann Heinrich Von Thünen, which was the first to propose an association

between improved transportation and higher property values.

The actions proposed from TODs models in specific urban areas of the stations are aimed at

encouraging development "compact", throught the Public Private Partnerships, that to increase the

economic return on investment in the transport system and to maximize the use of existing stations.

The scientific litterature show that, “The key to success of the TODs are the Public Private

Partnership”(John Stainback e Renata Simril, in 2001).

In 1989, The National Council for Urban Economic Development in USA, argues that the Public

Private Partnerships are, “designed to decrease the costs of operating or constructing public

transportation systems, stations or improvements through creative public‐private financing

arrangements”, it are also “…real estate transactions involving the development of private projects

on publicly owned land or air rights” (Sedway Kotin Mouchly Group 1996).

The need to attract business and industry along with reduced public resources has led to the

communion of public‐private partnerships and urban regeneration.

Today in urban regeneration policies, the concept of community is combined with that of

partnerships, they are able to provide social services, but also to support the business and the

agenda of governments (MacLeavy July, 2009: p.849).

It is also recognized that in societies of people and communities, local authorities and private

entrepreneurs have the power to direct their interest towards negotiation.

However, according to Collin (1998), the PPPs tool can allow a public operator to have access to

specific skills or to create a strong antagonism to improve competition in the local market.

The PPPs tool, especially in the field of urban planning, has a number of complex variables that make

the application of these procedures complex, but three factors seem to be relevant: the context, the

actors and the balance between the partners.

7



Indeed, the PPPs depending on the context and according to the different laws in different

continents, it is influenced by different cultures, as well at the different levels of democracy.

For this reason, it is recommended a difference use on the urban system, between the PPPs in

Europe (mainly used for the construction of infrastructure) and the United States (also used to

enhance the urban economy and regeneration processes).

Fig. 2 Scheme employment TOD and PPP

In the United States in recent years, different No Profit Organization for example, Reconnecting

America, in collaboration with Local Government, which aims to promote "the integration of

transport systems with urban communities" (Reconnecting America, 2007), has demonstrated how

benefits are generated, particularly in the areas of travel behavior and property value.

Several positive effects are related to TOD (Arrington and Parker, 2001), in part for the benefit of

public transportation agencies and local governments, where growth has a displacement of iron,

resulting in a direct increase of earnings for transport companies, is also demonstrated by several

studies (Cervero and Duncan, 2002; Huang, 1996) as this type of intervention can generate processes

of capturing value in the areas of influence of stations, or to increase property values and land for

different uses, resulting in a potential increase in revenues to local governments through the

municipal tax base.

Dittmar and Ohland 2009, have proposed five main goals and benefits of the TOD model and PPPs

tool. The location efficiency that comprises density, transit accessibility, and pedestrian friendliness

but also have choice in housing, retail, and employment, rich mix of residential and commercial

choices, value capture relates to household and community cost savings associated with transit use,

place making as the ability for TOD to create attractive, pedestrian friendly neighborhoods replete

8



with high‐quality civic spaces, similar to European cities, and the resolution of the tension between

node and place, by Luca Bertolini and Tejo Spit, who evaluated the redevelopment of rail station

precincts across Europe.

Fig. 3 The Goal of TOD

The principal benefits that TODs provide for communities are increases “location efficiency” so

people can walk, biking, and take transit. Boosting the transit ridership and minimized the impact of

traffic, provides a rich mix of housing, jobs, shops, and recreational choices, provides value for the

public and private sectors, and for new and existing residents.

1.2 TOD and Value Capture: what are the benefits for the community?

TODs are considerated a niche market in America. (John L. Renne, Keith Bartholomew, and Patrick

Wontor, 2008).

Numerous studies have demostated – forges partnerships that unlock the value of premium real

estate near transit (Ian Carlton, Transact 2011) ‐, and the impact of transit on surrounding real

estate, and have discovered that transit can generate a significant amount of value capture for

nearby property owners.

By a definition by Callies, David L. 1979, Robert M. Patricelli, “Although we cannot yet say that value

capture will be unfailingly successful in defraying the capital costs of development in all U.S. cities, it

offers a major untapped source of transit revenue.”

An important article, by John Landis and Robert Cervero, 1990, introduced the concept joint

development in the TOD theory ‐ the concept of Transit‐Joint Development (TJD) implies a quid pro

quo between the public sector and private developer. Usually they are transit agencies and private

9



developers that work together under a common vision in order to create a successful economic

development.

TOD projects could be facilitated through joint development and value capture and that the public

sector can reduce risk for developers (John Renne 2009 and Peter Newman, 1997).

During the development phases, the public sector can help to expedite the approval process, provide

oversight of the development, and begin transit service, and lease or sell building space (which

depends on the agreement). The private sector should build the project and sell or lease buildings.

A value capture mechanism can be linked to density bonuses, rate increases, tax increment

financing, and a rail trust fund from parking revenue.

In Planning Process, the principle “Benefits Received” are positively capitalized into higher land

values, from particular infrastructure or service in the context of public transit, provision of or

enhancements to public transit systems accrue a accessibility‐related benefits to the neighboring

properties, (Shishir Mathur, Adam Smith 2012).

The Public Sector the increased land value, that can be captured through various mechanisms, for

example property tax revenues, the sale or joint development of public land in proximity to the

transit system, lease or sale of air rights above transit stations, levy of special assessments,

imposition of public transit impact fees, land‐value taxation, and capture of property tax increments

through Tax Incrementing Financing. (Shishir Mathur, Adam Smith 2012)

So, the role of the private sector is to establish goals, create a strong partnership with the local

government, create a new system and analyze market flexibility, develop winning strategies with the

public sector’s goals.

Land‐based initiatives, assembly, swaps, land banking, and the sale or lease of development rights, in

the respect to zoning, incentives such as density bonuses, performance zoning, inclusionary zoning,

interim zoning, floating zones, planned unit development, specific plans, and transfer of

development rights are all noted as important tools for TODs.

In figure 3, represent a hypothetical example that illustrates how property values might increase over

time as a result of new transit service, which is the estimated amount that a property owner near a

new transit station could expect to realize with a good value capture strategy.

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1.2.1 A comparison of American and European Experiences

The first study of Transport Development Areas (TDA) is in 2000 by the RICS (Royal Institution of

Chartered Surveyors) in Great Britain. The TDA proposes a method for the application of TOD in

England, together with a wide roundup of case studies of success. TDA is "a new integrated approach

between the government and the government of the mobility of urban transformation that has been

applied to public transport nodes and in all strategic locations with high accessibility" (RICS, 2002)

and olso, “A Transport Development Area (TDA) is an integrated land use/transport planning

approach operating around urban public transport interchanges or nodal points well served by public

transport in which a more specific relationship between development density and public transport

service level is instituted”.

It can be argued that there is a little difference between the two models, USA and Europe ones. The

TODs are tied to specific interventions of transformation, not always contextualized in the regulatory

framework or in the territorial system, however the TDA approach is "oriented to transform urban

high accessibility "(Hine 2005).

The TDA approach is part of an integrated planning at all levels, national, regional and local. The

approach comes from the need of local authorities to cooperate and engage stakeholders to act

towards urban sustainable processes.

Time

Start Up New

T i

Transit Opens

Other

Impact

Initial value for

transit

Transit Value

Potential

additional

b f

11



In the last few years, in Europe, for example in France and Bodensee, in Oberschwaben (Germany), in

Stedenbaan (Holland), it’s so prevalent the need to use transit stations to connect a multipolar

system for regional economic development.

Dino Barri and Fiorenzo Ferlanino argue how this new division of rail transport has redesigned the

urban geography and planning, facilitating the establishment of new communities around the areas

of the existing stations, bringing improved public transport services, and integration between the

stations and the urban environment, through also bike‐sharing services, and the creation of

greenways and pedestrian access, and also introducing structures devoted to business.

1.3 Research Methodology

The discussion of the literature proposed in the previous section showed how the theory of TODs

enables the development of a potentially successful approach, not only to catalyze the interest of

private investors in urban transformation, due to the increase in land values, but also in encouraging

community building balanced and livable, with its emphasis on factors such as the social and

functional mixitè the basis of morphological principles underlying the design of urban TODs.

In order to see how the theory of TOD act as a activate in positive interaction between stress in the

housing market and construction of new urban communities, were examined two case studies, both

located in the metropolitan area of Boston, characterized by different situations.

The selection of the two cases has been directed to identify two urban contexts characterized by

poor conditions or deprivation in which it was possible analysed how physical transformation has

been implemented and embarked to improve physical environment and also socio‐economic

regeneration.

The case of Concord is located in a second metropolitan ring, and is served by a railway line, which

connects to the city center and in particular to the metro line that connects the station to Harvard.

The case of Somerville is located in the environs of the city center, in an area that started a

regeneration process that was emblematically defined "Slumville".

Both cases have in common from having focused on the implementation of the theory of TOD as a

catalyst for sustainable regeneration, in both cases, the successful implementation of initiatives

designed was the result of an effective synergy between the public and private sectors.

The study is part of a larger research project, the CLUDs project, which unfolds over a period of three

years and involves several European and U.S. units. The first year, just completed, this project has

12



been focused on the study of the functioning of Public‐Private Partnerships in urban regeneration, by

analyzing thirteen case studies in the Boston area. The two case studies referred to in this paper are

included in this selection.

The analysis of the case studies was conducted with a primarily qualitative methodology, through the

analysis of secondary sources and through direct surveys.

First of all, it was carried out a systematic analysis of planning documents and planning involving the

two areas over the past decade.

Were collected and analyzed the main socio‐economic indicators and real estate market of the area

in question, properly compared with those of the wider context. An extract of the indicators analyzed

is shown in the discussion of case studies. Were administered semi‐structured interviews with key

stakeholders involved in the process of urban regeneration, following a strict protocol in line with the

ethical issues of the host institution.

In the description of case studies, whenever we refer to a given taken from the interviews. Finally,

analyzes were conducted several times on the field going places and conducting a thorough

photographic survey, which aims to record not only the physical environment but also the behavior

of the users. On the occasion of visits, were held short informal conversations with users of the sites.

1.3.1 Description Case Study

Concord Commons Commuter Rail

Concord Commons Commuter Rail, is a model of Transit Oriented Development, a mixed‐use

community that encourages people to live near transit services and to decrease dependence on their

driving” (Still 2002, Bernick and Cervero 1997, p. 5). The success key of the TOD are Public Private

Partnership, “designed to decrease the costs of operating or constructing public transportation

systems, stations or improvements through creative public private financing arrangements” (The

National Council for Urban Economic Development 1989 transit facility” (Cervero et al. 1991). The

strategy is Local property owners and developers have always worked with local government, and,

today, the resulting Concord Common development comprises three mixed use buildings with retail

space, office space, a 180 seat restaurant, and 20 rental apartments. With the final agreement

between the Town and Developer, required that he provide four affordable units at another location

in the Town, allowing all the units at the station to be rented at market rates, with the purpose to

13



encourage the small retail and hinder the Global Market, and to keeps rents of the local stable in the

time.

Somerville

The Assembly Square district is Somerville’s largest commercial and industrial district with the

greatest potential for redevelopment. Over the past two years, the City undertook an aggressive

planning and redevelopment effort designed to convert this former industrial district to a transit

oriented mixed use “urban village”. The City completed a planning study of the district that

recommended a total build out over 20 years of at least 6 million square feet of commercial and

residential uses. Various public improvements are planned, including a new Orange Line MBTA

station within the district, roadway improvements, renovations and expansion of a waterfront park,

and improvements to pedestrian and bicycle access. The planning and redevelopment strategy for

Assembly Square is to reduce reliance on retail use by encouraging higher density office, R&D, and

residential uses. The aim of the project is to revitalize an area that is of particular importance in the

development plan of the city. Its proximity to Boston and Cambridge make Somerville a gravitational

center capable of attracting tourism and new investment. This is the goal to achieve with this project,

which not only create a new district but also a new use and capable of generating new functions for

the city needed for its management and the possibility of developing through specific programs, the

infrastructures that will enable the city to become a truly strategic hub in the Boston metropolitan

area. The Public Private Partnership between the city and Develop allowed to share a journey to

reach this goal within a few years that will change the face of the whole area. The resulting plan

envisions a vibrant, mixed use, urban neighborhood and commercial center providing significant local

and regional benefits including 19,000 new jobs, increased tax revenues, market rate and affordable

housing, improved access to transportation.

Furthermore, the proximity to the shores of the Mystic River, allows ownership by the citizens of new

recreational spaces opening the city to its waterfront.

The key industries in Somerville are health services, retail, business services and creative design.

Somerville's local economic base is heavily influenced by three factors: its dense residential

population, the nature of its commercial and industrial building stock, and its proximity to Boston.

1.3.2 Discussion of case study

Through statistical surveys analysed on two empirical case studies, Concord and Somerville, we can

say that in this last decade, in this context, there have been many benefits for the community.

14



The table 1 shows clearly the differences that exist between two concrete case studies. Concord is a

project ended in 2004, which saw the change in the strength of PPP for the benefits to the

community; Somerville shows a draft vision for the future.

Through the interaction between PPPs and TODs wants to produce employment and economic

development for the urban areas around the stations from time fragmented or degradated.

Table 1, The role of public and private in case studies.

Concord Somerville

The role of Public

Sector

The Public Sector has always

worked with the local

community to identify goals

and develop a vision for the

future of the city.

In 2000, the Somerville Redevelopment Authority (SRA) gained title to the 9.3 acre of former railroad parcel in Assembly Square and filed a Request for Proposal for the developers. At the same time, the City initiated an extensive public planning process, producing the "2000 Planning Study" which set out a new vision for Assembly Square.

The role of Real

estate

Period Realty Trust is

responsable for the

acquisition of properties and

right‐of‐way required for the

construction, operation and

maintenance, management

and ongoing administration

of joint development

contracts and leases

including parking. This

function includes collection

of income from agreements,

invoicing, billing, property

inspections and property

management

In 2005, the Federal Reality Investment

(FRIT) purchased the Assembly Square

Mall and other properties adjacent to

the mall; 220,000‐square‐

footretail/industrial complex.

The role of

private

Developer

Collaboration between the

Developers who listened to

community leaders and

integrated housing and

revitalization of retail

entities.

The Developer, in partnership with the

City of Somerville, proposes

designation of the site as an Economic

Development District pursuant to the I‐

Cubed Program in order to secure $50

million in state financing toward an

estimated $111.5 million for Public

Infrastructure Improvements.

15



Based on some insights coming from the CLUDs project under 7FP Irses 2010, the statistical data

have been correlated with the forms of PPPs for each initiative ‐ case study selected. The aggregate

indexes of Cluds Model – demographic fragmentation, education and per capita income and

housing– have been associated to four grade of values – high medium, medium low, low – through

cluster analysis technique, based on finding similarities between data according to the characteristics

found in the data and grouping similar data objects into clusters.

fig.5: Income per capita index (elaboration from Census Data

2000‐2010)

fig. 6 Education index (elaboration from Census Data 2000‐2010)

By dividing the PPPs forms from Cluds Project models, emerges thet Concord and Somerville are in

the cathegory of PPP‐TOD, indeed, it is a “led reached a medium and high level of performance for

per capita income, a medium and medium low level for demographic fragmentation and education

but a contrast result about unemployment”.

fig. 4: Demographic fragmentation index

(elaboration from Census Data 2000‐

2010)

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In Conclusion, through investigation and analysis on case studies, we can say that the results are

divided into three points:

Increased competitiveness urban through the application of a TOD model.

Increased capitalization of investments for private, and it is generator to "Socialization of

Profits", and consists mainly in the distribution of positive impact for the whole community.

Increased the role of transport, which have the task of maximizing the cost‐effectiveness of

services, adding value to local entrepreneurs, so that increases the retail sale of products

local.

Experience in this case studies have demonstrated that implementing TOD can result in significant

benefits to individuals, communities and entire regions by improving the quality of life for people of

all ages and abilities to live, work, shop, learn and play. Conventional development often consumes

acres of land, requires extensive investments in infrastructure, and perpetuates dependence on

private vehicles. TOD reduces travel time, shortens journeys and provides no motorized trip options,

helping to reduce our reliance on the automobile. The case studies have illustrated how transit

supportive policies, planning and coordinated investment in land use and transportation, and the

Public Private Partnerships, can create opportunities and benefits for the community.

Competitive

Uncompetitive PPP

Transit Activness

Weak PPP Strong PPP

Community

Benefits

Low level of

Transformation

High

level of urban

17



So, the papers want to recognize the TODs potential as catalysts for investment, in any urban context

the European and American, throught a strong Public Private Parthnership, and supported by an

integrated planning, they becomes the real force of change, that raises property values by

encouraging the transformation of the existing, with the goal of obtaining as positive impact a

“Socialization of Profits” and distribute equally of rhe services.

ACKNOWLEDGEMENTS

This presentation draws from the activities of the Cluds Research Program, funded within the

framework of the EU IRSES MARIE CURIE 7FP. The research is led by Pau‐University Mediterranea of

Reggio Calabria (Italy) and the participants are: FOCUS‐university of Rome La Sapienza (Italy); SOBE‐

University of Salford (uk); Aalto University (Finland); Northeastern University of Boston (Usa) and San

Diego State University (USA).

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Documents

Aesop 2012